Engine mounting



Oct. 9, 1934. R, s TRQTT .1,975,811

ENGINE MOUNTING 06f. 9, 1934. R s. TRQTT 1,975,811

ENGINE MOUNTING Filed Nov. so, 1951 2 sheets-she@L 2 A 8 y o o bil-Q E j I0 12" 1o .JZ W, l

Patented Oct. 9, 1934 UNITED STATES PATENT OFFICE 11 Claims.

My invention relates to engine mountings for motor vehicles and is an improvement over my former invention, application for patent on which was filed May 27, 1929, the serial numberbeing 366,406, now Patent No. 1,834,907, granted Dec.4

1, 1931, and is also an improvement over the invention set forth in my co-pending application Ser. No. 578,111, led November 30, 1931,

In my former inventions, the engine unit of the vehicle was movably mounted at the front and rear upon the frame, these mountings providing substantially pivotal and also orbital movement of the engine unit with respect to the frame, the pivotal movement being resiliently opposed by a stabilizer connection between the engine unit and the frame.

The object of my present invention is to provide an engine mounting of the type set forth in my co-pending application, Ser. No. 578,111 in which no separate stabilizer means is required.'

A further object is to provide such a mounting having a front support for the engine unit which provides orbital movement and in which the normal float of the engine unit due to vibration thereof is exceptionally perfect, while the movement thereof in excess of the small oat due to vibration is resiliently limited without impact, noise, or thud.

A further object is to provide such an engine mounting by which the engine unit may be mounted upon the frame by two units each attachable to the frame and to the engine unit.

I accomplish these objects by a construction which is fully described in detail below and which is illustrated in the drawings in which:

Figure 1 is a fragmentary plan view of an engine unit mounted by my mounting upon the frame of a motor vehicle.

Figure 2 is an enlarged fragmentary detail looking at the front of Figure l.

Figure 3 is an enlarged fragmentary detail looking at the side of the front mounting shown in Figure 1.

Figure 4 is a. fragmentary section on the line 4-4 of Figure 3, showing the parts in normal position.

Figure 5 is a View similar to Figure 4 but showing the parts at the time of impact of the vehicle with a road shock.

Figure 6 is a view of the construction shown in Figure 4 with the parts in the position that they assume when the torque reaction of' the engine unit is being transmitted to the frame. The engine unit 1 is mounted at the rear by a non-metallic mounting of usual construction (Cl. 24S-14.2)

housed within a cap 2 and the cross member 3 of the frame.

The housing 17 is attached to the front of the engine unit 1 by the bolts 8 and the support brackets 9 are attached to the frame member 10 by the bolts 11 and nuts 12. The housing 17 is provided with the lugs 13 for locating the low deflection rate springs 14 and 15 and is also provided with the lugs 16 for the location of the high deflection rate springs 18 and 19. The brackets 9 are provided with the support member 20 which has the flanges 21 between which are located the rolling levers 22 and 23. The cup washers 24 receive the springs 14 and 15 and engage the spherical lugs 25 of the rolling levers. The cup washers 26 receive the springs 18 and 19 and t the spherical lugs 27 of the rolling levers. The outer ends of the rolling levers are positioned between the upper ends of the brackets 9. The inner ends of the `rolling levers are positioned by the lugs 28 secured to the support member 20 by the screws 29. The lateral cushions are composed of the cushion members 30 of rubber or other proper resilient material, as shown in Figures 4 and 5 or of metal springs 31 as shown in Figure 6 and the rubber cushion members 30 are vulcanized, crimped or otherwise properly secured to the plates 32 which plates are secured to the housing 17 by the bolts 33. These lateral cushions are constructed to permit vertical and torque cushioning movements between the brack- .ets 9 and the housing 17 while resiliently opposing transverse movement between them.

The rolling levers 22 and 23 have curved faces extending between the points 40 and 41, as shown in Figure 4. When the engine unit is under ordinary light idling conditions the parts of the front mounting will assume substantially the positions shown in Figure 4. That is, the low rate deflection springs 14 will carry the larger 95 part of the Weight of the engine unit, the springs 18 carrying a smaller proportion due to the fact that the points of contact of the rolling levers 22 are very close to the center lines of the springs 14 though they are between the center lines of the springs 14 and the high deflection rate springs 18.

As the engine vibrates slightly, the slight vertical movement resulting will cause the point of contact of the rolling levers 22 to roll slightly on the supporting member 20 toward the points 41.

While this is taking place, the springs 15 maintain the points 40 of the rolling levers 23 in contact with the support member 20 thereby maintaining the lugs 27 in contact with the springs 19.

If desired, the springs 14 may be made slightly longer so that the position shown in Figure 4 will represent the low point of vibration travel in which case no roll of the rolling contact will take place during the slight normal float as the point 40 will then remain in contact during all the normal vibration iioat. This might be considered a matter of adjustment.

When an obstacle in the road is encountered the frame of the vehicle will move upward putting additional load upon the springs 14 and will cause the parts to assume something like the positions shown in Figure 5.

On the rebound from this shock, the upward movement of the engine unit 1 causes the contact of the rolling levers 23 to approach the points 41 and the rolling contact of the levers 22 will approach and reach the points 40. When the engine unit 1 is delivering the torque to the rear wheels of the vehicle, the resulting torque reaction will cause the engine unit to have substantially pivotal movement about the point 0 of the support member 20, as shown in Figure 6. This pivotal movement will be resiliently resistant by two diagonally opposed rolling levers and merely followed by the other two= While a separate stabilizer would not ordinarily be required with this invention, yet for extremely heavy engines, a separate stabilizer may be found desirable and may be used in the usual way.

The housing 17 is located upon the engine unit so as to locate the approximate center of oscillation O of the front mounting as desired as to vertical and horizontal position whereby when combined with the rear mounting to give the location of the axis of oscillation as desired. It is obvious that by the inversion of the parts of the front mounting, the brackets 9 may be attached to the engine unit and the housing 1'1 may be attached to the frame, or substantial equivalents of these parts may be attached as indicated without in any way materially aiecting the result and performance obtained. Therefore I do not Wish to limit my protection to the exact construction and details as shown but what I claim as new and desire to protect by Letters Patent is as follows:

1. In a motor vehicle having a frame and an engine unit, a rear mounting supporting the rear of the engine unit upon the frame thereof and accommodating for orbital and pivotal movements of the front of the engine unit, the front support of the engine unit upon the frame of the vehicle composed of two rolling support levers and two rolling rebound levers, the support and rebound levers bearing upon opposite sides of support means elastic means of diverse deflection rates engaging the ends of each rolling lever, support means engaging said elastic means, elastic means between the two support means resiliently limiting the relative lateral movement, one of said support means being attached to the frame and the other to 'the engine unit of said vehicle whereby torque reaction of the engine unit will be resiliently opposed by one support and by one rebound lever.

2. In a motor vehicle, the combination of an engine unit, and mounting means for opposite endsthereof, one of which comprises members connected with an end of the engine unit, a main support, one of said members being on each side of said support a pair of rocking levers engaging the main support on one side thereof, resilient supporting means of different resiliencies interposed between opposite end portions of each of the levers and one of said members, and rebound cushioning means interposed between the opposite side of the main support and the other of said members.

3. In a motor vehicle, the combination of an engine unit having a front projection having spaced portions, front and rear mountings for the engine unit, the front mounting comprising a main support having opposite sides, a pair oi rolling support levers and a pair of rollirg rebound levers respectively bearing against the opposite sides of the main support, resilient means of diverse deflection rates engaging opposite end portions of each rolling lever, and interposed between said levers and each of the spaced portions of the front projection.

4. In a motor vehicle, the combination of a suitable support element, an engine unit element carried thereby, mounting means for said engine unit comprising support means connected with one of said elements, rolling levers engaging the support means from each of opposite sides, and springs flanking these rolling levers and exerting pressure thereagainst.

5. In a motor vehicle, the combination of a suitable support element, an engine unit element carried thereby, mounting means for said engine umt comprising support means connected with one of said elements, a housing connected with the other and enclosing said support means, rolling levers engaging the support means from each of opposite sides, springs anking these rolling levers and exerting pressure thereagainst, and elastic means of diverse deection rates interposed between the housing and the levers and engaging opposite ends of the latter.

6. In a motor vehicle, the combination of a chassis frame, an engine unit, mounting means for said engine unit comprising a housing secured to the engine unit, brackets extending from the frame into the housing, support means secured to the brackets and extending into the housing, rolling levers engaging the support means from opposite sides, and springs anking these rolling levers and exerting pressure thereagainst and located within and backed by the housing.

7. In a motor vehicle, the combination of a chassis frame, an engine unit, mounting means for said engine unit comprising a housing secured to the engine unit, brackets extending from the frame into the housing, support means secured to the brackets and extending into the housing, rolling levers engaging the support means from opposite sides, and elastic means of diverse deflection rates interposed between the housing and the levers and engaging opposite ends of the latter, said support means, levers, and springs being located within the housing.

8. In a motor vehicle, an engine mounting comprising a supporting member adapted for support of a portion of an engine unit, at least two rolling levers bearing against each opposite side of said supporting member, resilient means of different deflection rates engaging longitudinally spaced portions of each rolling lever, and supporting means engaging said resilient means.

9. In a motor vehicle having an engine unit, an engine mounting comprising a supporting member adapted for support of a portion of said engine unit, pairs of resilient means of different deflection rates acting on a side of the supporting member on opposite sides of the longitudinal central vertical plane of the engine unit, and resilient means of different deflection rates acting 11. In a motor vehicle having an engine unit, an engine mounting comprising a supporting structure, at least two pairs of high and low defiection rate resilient means, and a member between each pair of said resilient means and the supporting structure so constructed and arranged that the point of contact between each member and the supporting structure moves toward the high deflection rate resilient means as the load is increased.

ROLLAND S. 'I'R/OTI. 

